C&L Performance is proud to announce the availability of an ALL NEW air intake upgrade for owners of 5.7L and 6.1L SRT-8 Chrysler passenger car vehicles. These systems are designed to work with all HEMI equipped late model Charger, Magnum and 300C models. The development of this product has taken nearly a year and a half to complete, and we feel that the finished product is well worth the effort. We GUARANTEE that this is the highest flowing air intake system available for these vehicles, and it will support a higher level of power than any other competing units.
Our new intake consists of an all new CNC machined cast aluminum inlet pipe assembly (with provisions for the IAT sensor, PCV hose connection and a special nitrous boss), a molded filter shroud assembly that attaches to the lower half of the factory air box assembly and a custom washable air filter that was developed specifically for this system. The air filter in this package maximizes the total amount of available area inside of the shroud assembly, and features over 180 square inches of filtration surface area! The original paper filter, which is more restrictive per square inch than our cotton mesh filter, has a total of only 89 square inches of filtration. Although the filter is visible when the hood is open, our rubber trim seal at the top of the filter shroud isolates the filter from the engine compartment heat once the hood is closed. This ensures that all airflow that enters the filter comes from below the body of the vehicle, just like the factory arrangement.
While developing this system, we noticed that manufacturers of existing HEMI intake upgrades were making "sensational" power claims. One particular manufacturer, who states in their advertising and literature that their intake adds "21 rear wheel horsepower", sells an intake that flows less than 720 CFM. Another manufacturer, who claims to have been producing (up to this time) the "highest flowing" air intake for these vehicles, advertises a system with a maximum flow capacity of 847 CFM.
Our new assembly, which is airflow restricted only by the size of the factory throttle body, features a full 4" diameter inlet pipe assembly and flows 935 CFM, even when attached to a stock HEMI throttle body opening. The maximum flow capacity for our system is restricted by the fact that the factory throttle body has an outside diameter of only 3.5". When this restriction is eliminated (simulating a 4" throttle body opening), our new system flows an amazing 1,015 CFM! Click here to see the Air Flow Comparison
It is our understanding that a new 4" throttle body is in the works for these vehicles, so our new air intake assembly is the ONLY one available that will be able to easily support the size and flow requirements for this new product, once it becomes available. ALL existing air intake upgrades for these vehicles are designed around the size of the stock throttle body, which has a diameter of 3.5", with many of them utilizing even smaller plumbing between the air filter and throttle body. "Air Velocity" on these vehicles is not as important as maximum flow capacity, due to the fact that these vehicles utilize a speed density computer system. This means that with the absence of a mass airflow sensor, you do not have to worry about the flow capacity of the assembly effecting the computer's perception of air mass entering the engine. If these vehicles were MAF equipped (like most Ford and GM applications), then much care would be needed to ensure that a larger aftermarket air intake assembly does not affect the readings of the MAF sensor to the computer to ensure that a proper air/fuel ratio is maintained.
Dyno testing on 3 different test vehicles (SRT-8 Chrysler 300C, 5.7L Dodge Charger and a 5.7L Magnum) have shown typical performance gains of between 10-13 rear wheel horsepower. "Immediate" gains of as much as 19 rear wheel horsepower have been observed on the first dyno pull after installation of the intake assembly, but cannot be considered as valid. Once the computer adjusts to the increased airflow delivered to the engine, power settles in at around 13 HP over stock, as the air/fuel ratio will then stabilize to the exact same level as the stock baseline pulls. This is due to the fact that the first "after" pull does not give the factory computer the ability (enough time) to compensate for the sudden change in airflow available to the engine, and air/fuel ratio is typically leaner than stock during this "first" modified pull.